DOCSLIB.ORG

2020 CHEVROLET CAMARO LS & LT FAST FACT Camaro Was

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
2020 CHEVROLET CAMARO LS & LT FAST FACT Camaro Was 2020 CHEVROLET CAMARO LS & LT FAST FACT Camaro was introduced in 1967 and was selected as the official Indianapolis 500 pace car that year. STARTING MSRP $25,995 – LS coupe (incl. DFC)1 $26,495 – LT coupe (incl. DFC)1 $32,495 – LT convertible (incl. DFC)1 EPA VEHICLE CLASS Coupe or Convertible NEW FOR 2020 • 10-speed automatic transmission available with the 3.6L V-6 • Rear spoiler available • Black Bowtie emblems available on LT • Camaro fender badges available on LT • Dark-tinted taillamps available on LS and LT • Red- or orange-painted brake calipers available on LT • New 20-inch 5-split-spoke polished forged aluminum wheel design available on LT (requires RS package) • Available red seat belts • Available interior trim package • RECARO performance seats available on LT • Sueded microfiber steering wheel and shifter available LT • Alloy pedals available LT • Exterior color: Rally Green Metallic • Tire Fill Alert VEHICLE HIGHLIGHTS • Offered in LS, LT (1LT, 2LT and 3LT), LT1, SS (1SS and 2SS) and ZL1 models (see separate pages for complete LT1/SS and ZL1 details) • Convertible available on LT, LT1, SS and ZL1 • Camaro LS and LT offered with a standard 2.0L turbo; with an available 3.6L V-6 engine offered on LT • RS package offered on LT. Content includes 20-inch aluminum wheels (with all-season tires), HID headlamps, LED taillamps, RS-specific upper and lower grilles and rear spoiler • 1LE package offered on Camaro LT, featuring track-tested Camaro SS components, specific technologies – including FE3 suspension, Brembo front brakes and heavy-duty cooling – and enabling an estimated 0.97 g in cornering grip. Available on LT model coupe models with the 2.0L Turbo or 3.6L V-6 and manual transmission • Standard LED daytime running lamps • Driver Mode Selector enables the driver to tailor the look, sound and feel of the vehicles to his or her preferences and driving conditions • Available Brembo front brake package • Adrenaline Red and Ceramic White interior trim packages are available on 2LT and 3LT • Dual-zone automatic climate control is standard on 2LT and 3LT • Keyless Open and Start is standard • Remote vehicle starter (included with automatic transmission) • Driver information center with enhanced 8-inch-diagonal multi-color and configurable display is standard on 3LT • Interior spectrum lighting with 24 color choices is standard on 3LT • Leather-wrapped flat-bottom steering wheel is standard • Heated steering wheel is standard on 3LT • Eight-way power-adjustable driver seat is standard • Heated and ventilated leather-appointed seats are standard on 2LT and 3LT • RECARO performance front seats are available on 1LT, 2LT and 3LT INFOTAINMENT & CONNECTIVITY • Chevrolet infotainment system2 with 7-inch-diagonal color touchscreen is standard on LS, 1LT and 2LT • Chevrolet infotainment system2 with 8-inch-diagonal high-definition color touchscreen and is standard on 3LT • Chevrolet infotainment system2 with 8-inch-diagonal high-definition color touchscreen and connected Navigation3 is available on 3LT • Bose six-speaker audio system is standard on LS, 1LT and 2LT; Bose premium nine- speaker system is standard on 3LT and available on 1LT and 2LT (premium system includes seven speakers on convertible models) • Built-in Wi-Fi® Hotspot with available 4G LTE data (3GB or 1-month data trial)4 • Apple CarPlay5 and Android Auto6 phone projection capability • Two USB charge ports with auxiliary jack input7 • Teen Driver is standard; allows parents to set controls and review their teen’s driving habits • Chevrolet Connected Access8 with 10 years of standard connectivity is standard SAFETY FEATURES • Standard airbags9 include frontal, seat-mounted side-impact and knee airbags for the driver and front passenger. Coupe models also include head curtain airbags for all outboard seating positions. Includes Passenger Sensing System • Convenience and Lighting Package10 is standard on 3LT and includes Memory Package, heated steering wheel, Head-Up Display, Rear Park Assist, Rear Cross Traffic Alert, Lane Change Alert with Side Blind Zone Alert, Forward Collision Alert (coupe models only without Performance Data Recorder), Rear Camera Mirror, interior spectrum lighting, illuminated sill panels and aluminum interior accents 10 • Available HD Rear Vision Camera • Tire Fill Alert 1MSRP excludes tax, title, license and dealer fees. Optional equipment is extra. 2Chevrolet Infotainment System functionality varies by model. Full functionality requires compatible Bluetooth and smartphone, and USB connectivity for some devices. 3Map coverage available in the United States, Puerto Rico and Canada. 4Service varies with conditions and location. Requires active service plan and paid AT&T data plan. See onstar.com for details and limitations. Properly equipped vehicles receive 1 month or 3GB of 4G LTE data (whichever comes first). Availability subject to change. 5Vehicle user interface is a product of Apple and its terms and privacy statements apply. Requires compatible iPhone and data plan rates apply. Apple CarPlay is a trademark of Apple Inc. Siri, iPhone and iTunes are trademarks for Apple Inc, registered in the U.S. and other countries. 6Vehicle user interface is a product of Google and its terms and privacy statements apply. Requires the Android Auto app on Google Play and an Android compatible smartphone running Android™ 5.0 Lollipop or higher. Data plan rates apply. Android Auto is a trademark of Google LLC. 7Not compatible with all devices. 8Limitations apply. Not transferable. Standard connectivity available to original purchaser for 10 years from the date of initial vehicle purchase for model year 2018 or newer Chevrolet vehicles. See onstar.com for details and further plan limitations. Connected Access does not include emergency or security services. Availability and additional services enable by Connected Access are subject to change. 9Always use seat belts and child restraints. Children are safer when properly secured in a rear seat in the appropriate child restraint. See your vehicle Owner’s Manual for more information. 10Safety or driver assistance features are no substitute for the driver's responsibility to operate the vehicle in a safe manner. The driver should remain attentive to traffic, surroundings and road conditions at all times. Visibility, weather, and road conditions may affect feature performance. Read the vehicle's owner's manual for more important feature limitations and information. # # # 2020 CHEVROLET CAMARO LS & LT SPECIFICATIONS EPA-EST. MPG City 20 (2.0L man.) 22 (2.0L auto.) 16 (3.6L man.) 19 (3.6L auto.) Highway 30 (2.0L man.) 31 (2.0L auto.) 26 (3.6L man.) 29 (3.6L auto.) FUEL TANK CAPACITY 19 gal. / 72 liters ENGINES Type: 2.0L I-4 DOHC VVT DI Turbocharged Bore & Stroke 3.39 x 3.39 / 86 x 86 (in. / mm): Block Material: Cast aluminum Cylinder Head Cast aluminum Material: Valvetrain: Dual-overhead camshafts, four-valves per cylinder, continuously variable valve timing Fuel Delivery: High-pressure direct injection and electronic throttle control Horsepower 275 / 205 @ 5600 (SAE certified) (hp / kW @ rpm): Torque 295 / 400 @ 3000-4500 (SAE certified) (lb.-ft. / Nm @ rpm): Type: 3.6L V-6 DOHC VVT DI (includes Active Fuel Management with automatic transmission) Bore & Stroke 3.74 x 3.37 / 95 x 85.6 (in / mm): Block Material: Cast aluminum Cylinder Head Cast aluminum Material: Valvetrain: Dual-overhead camshafts; four valves per cylinder; continuously variable valve timing Fuel Delivery: Direct, high-pressure fuel injection Horsepower 335 / 250 @ 6800 (SAE certified) (hp / kW @ rpm): Torque 284 / 383 @ 5300 (SAE certified) (lb.-ft. / Nm @ rpm): TRANSMISSION & AXLE Type: TREMEC six-speed manual (std.) Hydra-Matic 8L45 eight-speed automatic (avail. with 2.0L Turbo) Hydra-Matic 10L60 10-speed automatic (avail. with 3.6L) Final Drive Ratio: 3.27 (2.0L Turbo or 3.6L with manual) 2.77 (2.0L Turbo or 3.6L with automatic) CHASSIS & SUSPENSION Front Suspension: MacPherson-type strut with dual lower ball joints, twin-tube struts and direct-acting stabilizer bar; specific tuning for 1LE packages Rear Suspension: Independent five-link with twin-tube shocks and direct-acting stabilizer bar; specific tuning for 1LE packages Steering Type: ZF rack-mounted electric, power-assisted and variable ratio rack-and- pinion Turning Circle 38.1 / 11.6 (ft. / m): Brake Type: Four-wheel disc with four-channel ABS Brake Rotor Size Front (std): 12.6 / 321 vented with four-piston fixed calipers (std.) (in / mm): Front (avail.): 13.6 / 345 vented with four-piston fixed calipers with available Brembo system Rear: 12.4 / 315 vented, with single-piston sliding calipers Wheel Size: 18-in. aluminum (LS, LT) 20-in. aluminum (RS) 20-in. aluminum – 8.5-in. front / 9.5-in. rear – (1LE packages) Tire Size: P245/50R18 all-season (LS, LT) P245/40R20 all-season run-flat (RS) P245/40R20 (front) and P275/35R20 (rear) summer only – (1LE packages)^ ^Do not use summer-only tires in winter conditions, as it would adversely affect vehicle safety, performance and durability. Use only GM-approved tire and wheel combinations. Unapproved combinations my change the vehicle’s performance characteristics. For important tire and wheel information, go to: my.chevrolet.com/learn/tires/ or see your dealer. EXTERIOR DIMENSIONS Wheelbase 110.7 / 2811 (in. / mm): Overall Length 188.3 / 4784 (in. / mm): Overall Width 74.7 / 1897 (in. / mm): Overall Height 53.1 / 1348 (in. / mm): Track (in. mm): Front: 62.5 / 1588 Rear: 63.7 / 1618 INTERIOR DIMENSIONS Headroom 38.5 / 978 (front – coupe) (in / mm): 38.5 / 978 (front – conv.) 33.5 / 852 (rear – coupe) 33.4 / 850 (rear – conv.) Legroom 43.9 / 1115 (front) (in. / mm): 29.9 / 759 (rear) Shoulder Room 55 / 1398 (front) (in. / mm): 50.3 / 1278 (rear) Hip Room 54.5 / 1386 (front) (in. / mm): 45.7 / 1160 (rear) WEIGHTS & CAPACITIES COUPE CONVERTIBLE Base Curb Weight 3351 / 1520 (2.0T man.) 3627 / 1645 (2.0T man.) (lb.
Load more

Recommended publications
  • Modern Design and Control of Automatic Transmission and The
    Review Paper doi:10.5937/jaes13-7727 Paper number: 13(2015)1, 313, 51 - 59 MODERN DESIGN AND CONTROL OF AUTOMATIC TRANSMISSION AND THE PROSPECTS OF DEVELOPMENT Dejan Matijević The School of Electrical and Computer Engineering of Applied Studies, Belgrade, Serbia Ivan Ivanković* University of Belgrade, Faculty of Mechanical Engineering, Belgrade, Serbia Dr Vladimir Popović University of Belgrade, Faculty of Mechanical Engineering, Belgrade, Serbia The paper provides an overview of modern technical solutions of automatic transmissions in auto- motive industry with their influence on sustainable development. The objective of the first section is a structural view of specific constructions and control systems of presently used automatic transmis- sions, with emphasis on mechatronics implementation. The second section is based on perspectives of development, by integrating some branches of soft computing, such as fuzzy logic and artificial neural networks in order to create an optimal control algorithm for obtaining a contribution to fuel economy, exhaust emission, comfort and vehicle performance. Key words: Automatic transmission, Mechatronics, Automotive industry, Soft Computing INTRODUCTION which is depended by coefficient of friction and normal load on the drive axle. Lower limitation Almost all automobiles in use today are driven by is defined by maximal speed that vehicle can internal combustion engines, which are charac- reach. Shaded areas between traction forces terized by many advantages, such as relatively through gears are power losses. To decrease good efficiency, relatively compact energy stor- power losses and to be as closely as possible age and high power – to – weight ratio [07]. to the ideal traction hyperbola, the gearbox with But, fundamental disadvantages are: enough gear ratios is needed.
    [Show full text]
  • 2018 CHEVROLET CAMARO LS & LT FAST FACT Camaro Was
    2018 CHEVROLET CAMARO LS & LT FAST FACT Camaro was introduced in 1967 and was selected as the official Indianapolis 500 pace car that year. VEHICLE CLASS Coupe or Convertible VEHICLE HIGHLIGHTS • Offered in LS, LT (1LT and 2LT), SS (1SS and 2SS) and ZL1 models – all available as a coupe or convertible (see separate pages for complete SS and ZL1 details) • Camaro LS and LT offered with a standard 2.0L turbo or an available 3.6L V-6 engine • Standard LED daytime running lamps • Redline Edition offered on LS and LT. Content includes black front and rear bowtie emblems, red-accented grille, hash mark graphic, decklid blackout graphic, dark-finish taillamps, black outside mirrors, 20-inch black aluminum wheels with red accents and more • RS package offered on LS and LT. Content includes 20-inch aluminum wheels, HID headlamps, LED taillamps, RS-specific upper and lower grilles and rear spoiler • 1LE package offered on Camaro LT, featuring track-tested Camaro SS components, specific technologies – including FE3 suspension, Brembo brakes and heavy-duty cooling – and enabling an estimated 0.97 g in cornering grip. Available on 1LT and 2LT with 3.6L V-6 and manual transmission • Driver Mode Selector enables the driver to tailor the look, sound and feel of the vehicles to his or her preferences and driving conditions • Available Brembo front brake package • Chevrolet MyLink with a 7-inch-diagonal color touchscreen is standard on 1LT. • Chevrolet MyLink with an 8-inch-diagonal color touchscreen is standard on 2LT and available on LS and 1LT • All
    [Show full text]
  • Analysis and Simulation of a Torque Assist Automated Manual Transmission
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by PORTO Publications Open Repository TOrino Post print (i.e. final draft post-refereeing) version of an article published on Mechanical Systems and Signal Processing. Beyond the journal formatting, please note that there could be minor changes from this document to the final published version. The final published version is accessible from here: http://dx.doi.org/10.1016/j.ymssp.2010.12.014 This document has made accessible through PORTO, the Open Access Repository of Politecnico di Torino (http://porto.polito.it), in compliance with the Publisher's copyright policy as reported in the SHERPA- ROMEO website: http://www.sherpa.ac.uk/romeo/issn/0888-3270/ Analysis and Simulation of a Torque Assist Automated Manual Transmission E. Galvagno, M. Velardocchia, A. Vigliani Dipartimento di Meccanica - Politecnico di Torino C.so Duca degli Abruzzi, 24 - 10129 Torino - ITALY email: [email protected] Keywords assist clutch automated manual transmission power-shift transmission torque gap filler drivability Abstract The paper presents the kinematic and dynamic analysis of a power-shift Automated Manual Transmission (AMT) characterised by a wet clutch, called Assist-Clutch (ACL), replacing the fifth gear synchroniser. This torque-assist mechanism becomes a torque transfer path during gearshifts, in order to overcome a typical dynamic problem of the AMTs, that is the driving force interruption. The mean power contributions during gearshifts are computed for different engine and ACL interventions, thus allowing to draw considerations useful for developing the control algorithms. The simulation results prove the advantages in terms of gearshift quality and ride comfort of the analysed transmission.
    [Show full text]
  • How Automatic Transmissions Work by Karim Nice
    How Automatic Transmissions Work by Karim Nice Contents 1. Introduction to How Automatic Transmissions Work 2. Purpose of an Automatic Transmission 3. The Planetary Gearset 4. Planetary Gearset Ratios 5. Compound Planetary Gearset 6. First Gear If you have ever driven a car with an automatic transmission, then you know that there are two big differences between an automatic transmission and a manu al transmission: There is no clutch pedal in an automatic transmission car. There is no gear shift in an automatic transmission car. Once you put the transmission into drive, everything else is automatic. Both the automatic transmission (plus its torque converter) and amanual transmission (with itsclutch) accomplish exactly the same thing, but they do it in totally different ways. It turns out that the way an automatic transmission does it is absolutely amazing! In this article, we'll work our way through an automatic transmission. We'll start with the key to the whole system: planetary gearsets. Then we'll see how the transmission is put together, learn how the controls work and discuss some of the intricacies involved in controlling a transmission. Purpose of an Automatic Transmission Location of the automatic transmission. Just like that of a manual transmission, the automatic transmission's primary job is to allow the engine to operate in its narrow range of speeds while providing a wide range of output speeds. Without a transmission, cars would be limited to one gear ratio, and that ratio would have to be selected to allow the car to travel at the desired top speed.
    [Show full text]
  • Variable Automatic Gearbox Multitronic 01J Self
    228 228 Service. Variable Automatic Gearbox multitronic® 01J Design and Function Self-Study Programme 228 All rights reserved. Technical specifications subject to change without notice. AUDI AG Dept. I/VK-5 D-85045 Ingolstadt Fax +49 (0)841/89-36367 940.2810.47.20 Technical status: 09/99 Printed in Germany For internal use only multitronic® The name multitronic® stands for the new The CVT concept improved by Audi is based variable automatic gearbox developed by on the long-established principle of the Audi. “chain drive transmission”. According to this The variable automatic gearbox is commonly principle, the reduction ratio between the known as the CVT gearbox. shortest and the longest ratio can be controlled steplessly by means of a so-called “variator”. CVT is the English abbreviation for “Continuously Variable Transmission”. 228_023 The new Audi multitronic® with Tiptronic function offers a synergy of the best possible dynamics, optimal fuel utilisation and the highest possible level of drive comfort. 2 Contents Page Introduction multitronic® ............................................................................ 2 The gearbox concept .............................................................. 9 Specifications ........................................................................10 Gearbox modules The flywheel damper unit .................................................... 11 Sectional view of gearbox ....................................................13 The forward clutch/reverse clutch with planetary gear train ....................................................
    [Show full text]
  • Transmission (Mechanics) - Wikipedia 8/28/20, 119 PM
    Transmission (mechanics) - Wikipedia 8/28/20, 119 PM Transmission (mechanics) A transmission is a machine in a power transmission system, which provides controlled application of the power. Often the term 5 speed transmission refers simply to the gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating power source to another device.[1][2] In British English, the term transmission refers to the whole drivetrain, including clutch, gearbox, prop shaft (for rear-wheel drive), differential, and final drive shafts. In American English, however, the term refers more specifically to the gearbox alone, and detailed Single stage gear reducer usage differs.[note 1] The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and where different rotational speeds and torques are adapted. Often, a transmission has multiple gear ratios (or simply "gears") with the ability to switch between them as speed varies. This switching may be done manually (by the operator) or automatically. Directional (forward and reverse) control may also be provided. Single-ratio transmissions also exist, which simply change the speed and torque (and sometimes direction) of motor output. In motor vehicles, the transmission generally is connected to the engine crankshaft via a flywheel or clutch or fluid coupling, partly because internal combustion engines cannot run below a particular speed.
    [Show full text]
  • Knowing Where It's Going Before It Gets There
    Knowing where it’s going before it gets there. Innovation. It starts with a strategy. From customer-led innovation to creating a corporate culture of innovation, the key to success begins with a well-defined innovation strategy. It can mean the difference between being a leader or falling behind. Today’s fast-paced technological advancements and business model innovations are changing the way companies bring value to their customers. Automotive companies that learn to industrialize innovation to create repeated, scalable breakthroughs will be the front runners in the global marketplace—from talent acquisition to commercialization. To gain additional insight on innovation strategies for your organization and other issues important to your company or see the latest automotive innovation study The highway to growth: Strategies for automotive innovation, visit www.pwc.com/auto. © 2013 PwC. All rights reserved. PwC refers to the PwC network and/or one or more of its member firms, each of which is a separate legal entity. Please see www.pwc.com/ structure for further details. This content is for general information purposes only, and should not be used as a substitute for consultation with professional advisors. Knowing where it’s going before it gets there. Innovation. It starts with a strategy. From customer-led innovation to creating a corporate culture of innovation, the key to success begins with a well-defined innovation strategy. It can mean the difference between being a leader or falling behind. Today’s fast-paced technological advancements and business model innovations are changing the way companies bring value to their customers. Automotive companies that learn to industrialize innovation to create repeated, scalable breakthroughs will be the front runners in the global marketplace—from talent acquisition to commercialization.
    [Show full text]
  • Learn the Facts: Transmission Technologies and Their Impact on Fuel Consumption
    Auto$mart Learn the facts: Transmission technologies and their impact on fuel consumption What is the issue? Progressively more stringent greenhouse gas emission standards for light-duty vehicles are in place in Canada. In response, vehicle manufacturers are improving transmission efficiency by using innovative technologies. What do I need to know? Manufacturers continue to improve transmission technology and efficiency, which reduces fuel consumption and carbon dioxide (CO2) emissions. These technologies include the following: Î Increasing the number of forward gears in automatic transmissions allows the engine to operate near optimal efficiency over a wider range of vehicle speeds, which helps reduce the vehicle’s fuel consumption. Older vehicles have three forward gears, in contrast to today’s vehicles, which often have as many as six to nine forward gears. Î Continuously variable transmissions (CVTs) are a type of automatic transmission that do not have a specific number of fixed gear ratios but rather allow for an “infinite” number of gear ratios. This arrangement enables the engine to operate at optimal efficiency over a wider range of vehicle speeds. CVTs provide the greatest efficiency improvements in urban “stop-and-go” driving conditions. Î Automated manual transmissions (AMTs) use a clutch reduced fuel consumption. The DCT can reduce fuel instead of a torque converter to couple the engine to the consumption by 6 to 9% compared to a conventional transmission and shift gears by using electronic actuators 4-speed automatic transmission and 3 to 4% compared to instead of wet clutches. AMTs operate like a conventional a conventional 6-speed automatic transmission.2 automatic transmission as far as the driver is concerned How can I help? but remove some of the inefficiencies associated with conventional automatic transmissions.
    [Show full text]
  • Ep 0324553 B1
    Europaisches Patentamt A European Patent Office Office europeen des brevets (Ti) Publication number: 0 324 553 S1 EUROPEAN PATENT SPECIFICATION @ Date of publication of patent specification : S) mtci.6: F16D 25/14 03.07.91 Bulletin 91/27 @ Application number: 89300118.0 Date of filing : 06.01.89 Clutch actuator system for automatic/semi-automatic mechanical transmission system. @) Priority: 13.01.88 GB 8800741 Proprietor : EATON CORPORATION Eaton Center, 1111 Superior Avenue Cleveland Ohio 44114 (US) © Date of publication of application : 19.07.89 Bulletin 89/29 Inventor: Cottam, Michael John 54 Glen Park Drive Hesketh Bank Lanes PR4 @) Publication of the grant of the patent : Near Preston 6TA (GB) 03.07.91 Bulletin 91/27 Inventor : Nellums, Richard Alexander 46 Long Copse Chorley Lanes. PR7 1TH (GB) @) Designated Contracting States : DE ES FR GB IT SE Representative : Douglas, John Andrew Eaton House Staines Road Hounslow Middlesex TW4 5DX (GB) References cited : EP-A- 0 158 004 EP-A- 0 231 465 EP-A- 0 239 471 DE-A- 3 010 503 DE-A- 3 246 362 0Q CO in m CO Note : Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Q_ Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been LU filed until the opposition fee has been paid (Art. 99(1) European patent convention). Jouve, 18, rue Saint-Denis, 75001 PARIS 1 EP 0 324 553 B1 Description invention never allows manual override of an automa- tic control of a clutch (by the central control which BACKGROUND OF THE INVENTION actuates a transmission).
    [Show full text]
  • Control of Integrated Powertrain with Electronic Throttle and Automatic Transmission Daekyun Kim, Huei Peng, Shushan Bai, and Joel M
    474 IEEE TRANSACTIONS ON CONTROL SYSTEMS TECHNOLOGY, VOL. 15, NO. 3, MAY 2007 Control of Integrated Powertrain With Electronic Throttle and Automatic Transmission Daekyun Kim, Huei Peng, Shushan Bai, and Joel M. Maguire Abstract—A process to design the control strategy for a vehicle can be used to realize and integrate features such as idle speed with electronic throttle control (ETC) and automatic transmission control, cruise control, adaptive cruise control, traction control, is proposed in this paper. The driver’s accelerator pedal position etc. In this paper, we investigate an integrated powertrain con- is interpreted as a power request, which is to be satisfied by co- ordinating the transmission gear shift and the throttle opening in trol feature, which coordinates the control of transmission (gear an optimal fashion. The dynamic programming (DP) technique is shifting) and engine (throttle). The design goal is to satisfy the used to obtain the optimal gear shift and throttle opening which driver’s power demand while optimizing fuel economy. maximizes fuel economy while satisfying the power demand. The For modern powertrain systems equipped with ETC, many optimal results at different power levels are then combined to form studies explored the possible advantage of controlling the a gear map and a throttle map which governs the operation of the integrated powertrain. A control architecture concept is presented throttle opening angle during a gear shift. In [3], Ge et al. where the relationship between the accelerator pedal position and present a control algorithm to minimize the reduction in ve- the power demand level can be adjusted according to the prefer- hicle performance and deterioration of shift quality due to the ence of the vehicle performance target.
    [Show full text]
  • Documento Di Offerta Pubblica Di Scambio General
    DOCUMENTO DI OFFERTA PUBBLICA DI SCAMBIO AI SENSI DELL’ARTICOLO 102 DEL D. LGS. N. 58 DEL 24 FEBBRAIO 1998 AVENTE AD OGGETTO I TITOLI INDICATI NEL RETROCOPERTINA DEL PRESENTE DOCUMENTO D’OFFERTA (le “Obbligazioni”) OFFERENTE ED EMITTENTE GENERAL MOTORS CORPORATION (con sede legale in 300 Renaissance Center Detroit, Michigan 48265-3000, USA) OFFERENTE È ANCHE, IN RELAZIONE A DUE SERIE DI OBBLIGAZIONI, LA CONTROLLATA GM NUOVA SCOZIA, GENERAL MOTORS NOVA SCOTIA FINANCE COMPANY (con sede legale in Purdy’s Wharf Tower II, 1300-1969 Upper Water Street, Halifax, Nova Scotia, B3J 3R7) CORRISPETTIVO OFFERTO Il corrispettivo offerto è pari a n. 225 azioni ordinarie di nuova emissione di General Motors Corporation per ogni 1.000 dollari statunitensi di valore nominale delle Obbligazioni (o equivalente nella valuta di denominazione delle stesse, determinato applicando il tasso di cambio rilevato – secondo le modalità indicate nel presente Documento d’Offerta - il giorno lavorativo antecedente la data di chiusura del periodo di adesione). Inoltre, sarà corrisposto il rateo degli interessi maturati sulle Obbligazioni tra la più recente data di stacco cedola e la data di regolamento dell’Offerta. PERIODO DI ADESIONE Il periodo di adesione in Italia, come concordato con la CONSOB, ha inizio in data 6 maggio 2009. Le adesioni dovranno pervenire entro le ore 23:59, ora di New York, del 26 maggio 2009, salvo proroga. Le adesioni non potranno essere revocate dopo le ore 23:59, ora di New York, del 26 maggio 2009, fatti salvi alcuni casi descritti nel presente Documento d’Offerta. Al fine di garantire agli intermediari un tempo sufficiente per completare le procedure di adesione o di revoca, gli obbligazionisti sono invitati a contattare il proprio intermediario con congruo anticipo.
    [Show full text]
  • 1955-57 Automatic Steering Column Shift Detent for Th200, Th350, Th400 and 700R4
    by Randy Irwin 1955-57 AUTOMATIC STEERING COLUMN SHIFT DETENT FOR TH200, TH350, TH400 AND 700R4 Photo #1: The original Randy Irwin - Technical Writer automatic steering column Randy has been involved in the Chevy utilizes a bolt-on shifter detent parts business for over 25 years. He is a wiz- ard at creating, making and modifying custom at the bottom of the column parts for Chevys. available as P/N 19-38 or 19- 39. This detent positively locks the column shift arm in the If your 1955, ‘56 or ‘57 originally came with an automatic transmission, “Park” position, keeping the it had a shift detent bracket located at the bottom of the steering column transmission safely locked into under the hood. This detent positively locked the transmission in “Park” “Park”. when engaged. The Tri-Fives originally came with a two-speed Powerglide or Turboglide transmission. For most custom cars and drivers, those transmissions are long gone. The original shift detent not only locked the Photo #2: The original shifter transmission in “Park”, but limits the amount of shift arm travel from detent will only allow the “Park” to “Reverse”. When installing a three or four-speed automatic shift arm to travel far enough transmission like a TH200, TH350, TH400, or TH700R4, the stock shift to operate a Powerglide or detent does not allow first gear on three-speed transmissions and first and Turboglide transmission. second gear on four-speed transmissions to be engaged. The opening in the original detent can be filed open slightly to accommodate a three- speed transmission, but makes it very weak.
    [Show full text]